Fuel-supply system for internal-combustion engines.



APPLICATION FILED JUNE 24. 1913 1,236,060;

Patented Aug. 7, 1917.

3 SHEETS-SHEET 1.

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E Q r ,7?! WITNE88E8 E? a o I N INVENTOR' 75 N a F" N kaywy av /w, f4. 62- M M 33 ffiM! minim-v8 r G. C. DAVISON. FUEL SUPPLY SYSTEM FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED mu: 24. 1913.

Patented Aug. 7, 1917.

3 SHEETS-SHEET 2.

ATTOIWEm G. C. DAWSON.

FUEL SUPPLY'SYSTEM FOR INTERNAL COMBUSTION ENGINES. APPLICATION HLED JUNE 24 1913.

1 Patented Aug. 7, 1917.

3 SHEETS-SHEET 3- MTORNEYS GREGORY CALDWELL IDAVISON', F NEW'LONPON, CONNECTICUT, ASSIGNOR TO ELEG- TRIG BOAT COMPANY, OF NEW YORK, N. Y. CORPORATION OF NEW J FUEL-SUPPLY SYSTEM FOR'INTERNAL-COMBUSTION ENGINES.

Specification of Letters Patent.

Patented Aug; '7, 1917.

Application filed June 24, 1913. Serial No. 775,510.

" ful Improvements. in Fuel-Supply Systems for Internal-Combustion Engines; and I do hereby declare .the following to be a full, clear, and exact description of the 1nvention, such as will enable others skilled n the art to which it appertains to make and use the same.

The object of the invention is to provide a simple and eflicient fuel supply system for multiple cylinder internal combust on engines, and it has been applied part1cularly to feeding liquid fuel to the several cylinders of multiple cylinder oil engines of the Diesel type. The invention in its preferred embodiment is characterized by the employment of a single fuel pump driven from the engine at a constant stroke and of suflicient capacity to deliver a quantity of fuel in excess of the amount required to supply the cylinders; an intermediate pressure chamber in which the fuel discharged from the pump is maintained at a constant pressure and from which the excess fuel is returned to the suction side of the pump; a suitably controlled throttle valve commanding the outlet from the pressure chamber; and a system of supply pines b'eyondthe throttle valve and leading to the cylinder fuel inlet valves; whereby the .fuel is supplied at the same pressure to all of the" said inlet valves and each working cylinder is caused to carry its properproportion of the load at all times.

In the preferredpembodiment of the invention the predetermined pressure in the pressure chamber is established by the spray air employed to inject the fuel into the cylinders.

In the accompanying drawings, illustrating this preferred arrangement within the invention Figure 1 illustrates somewhat diagrammaticallypartly in section and partly in elevation the general arrangement of the apparatus;

Fig. 2 illustrates the relation of the governor to the throttle valve; I

Fig, 3 is a section through the pressure cham'ber'on the-line 3-3 of Fig. 4;

Fig. 4 is a sectional plan on the line 44 of Fig. 7 showing the relative arrangement of the pump, pressure chamber and throttle valve;

Fig. 5 is a section on the line 55 of Fig. 2 further illustrating the construction and arrangement of the governor;

Fig. 6 shows in front elevation the hand control; I

Fig. 7 is a vertical section through the pump, pressure chamber, connecting conduiit and auxiliary hand pump for starting;- an

Fig. 8 is' a plan of the same parts.

The shaft 1 is driven from the engine by appropriate operating connections, and it carries an eccentric 2 for reciprocating the plunger of the fuel pump 3 at a constant stroke. This pump supplies fuel for all the cylinders, irrespective of their number, and when driven at a constant speed it supor greater than that required for the maximum load, to the pressure chamber 9. The fuel pump draws oil from the oil tank 4: through the pipe 5 and the suction check valve 6 and forces it past the discharge check valve 7 and through the conduit 8 into the lower part of the pressure chamber 9 below the floating piston 10 therein. The upperfacedf the piston 10 is in communication through the pipe 11 with the reservoir 12, which is furnished with air at constant pressure by means of the compressor 13, connected thereto through the cooler 14 and the pipes 15and 16 fitted withthe check valve 17 according towell known 'plies the fuel, at a constant rate equal to of the intermediate reservoir to the suction 1 side of the fuel pump 3. When the oil pressure decreasesthe piston 10 is forced down] by the air column until the overflow port 18 is partly or entirely covered. In this way the pressure on the fuel in chamber 9 is 'maintained constant and proportional to the injection air pressure in the tank 12.

The pressure chamber 9 is constantly in communication with the throttle valve through duct 21. The longitudinally movable throttle valve rod 24. fits tightly within.

the open bore of the casing 20 except at the reduced portion 25 which registers with the conduit 21 and the outlet duct 22, and serves to throttle the passage of oil from the chamber 9 to the manifold 32, in accordance with its position in the casing. The valve here-.

in shownis pressure balanced at all positions and therefore may be moved upor down with equal facility and without bindi The mechanism for controlling the posltion of the throttle valve is of well known construction, and provides for automatic control bythe overnor to limit the speed and prevent racing, and for hand control at speeds less than that for which the governor is set. For this purpose the valve 24 is connected by the link 26 to the floating lever 27 having? a fulcrum at 28 which may be shifted by h'andfand connected at the other end to governor rod 29. Upon occurrence ,of excess speed the governor rod 29- lifts lever 27, which turns on fulcrum 28 and lifts the valve rod 24 to decrease or shut oflthe supply of fueli If itis desired to reduce the speed by hand control the crank 31 (see Fig. 6) is manipulated to turn eccen tri'c 32 and lift the link 33. This liftsthe floatinglever 27, which nowturns on the upper end of governor rod 29 as a fulcrum, and throttles the feed.

The governor herein illustrated comprises .the two-weighted arms 34 pivoted at 35 to the fly wheel 36 and adapted to respond to centrifugal force against the stress of the springs 37. (See Figs. 2 and 5).' Upon' variation of thespeed of the engine, the arms act in unison to turn the collar 38, which has a helical groove orcam slot, relatively to the hub of the fly wheel, which has the roj'ecting pins 39 entering said groove or sl ht. .Thus the collar 38 is shifted in the direction and by an amount determined by the radial movement of the arms resulting from the change of speed, and the pivoted.

bell crank 40 is swung-one way or [the other to raise or lower .the governor rod 29 and the floating lever 27'.

The oil passes from through the pipe 23' to the manifold 32 and isdistributed to the individual cylinder inlet valves through the severalfeed pipes 33.

purpose of initiating the oil supply The oil is sprayed into the cylinder against the compression therein by the air from the reservoir 12, and is ignited to effect the operation of the enginerin the well known wag.

he hand pump 41 is provided for ihe or starting the engine from rest. 7

Having thus described my invention what I claim-.iszv 1'. A fuelsupply system for multiple cylinder internal combustion engines having individual fuel feed valves for the several the throttle valve cylinders, and a common source of supply for said valves including a pump, a pressure chamber into which the pump dischargesand from which the excess oil is returned to the suction side ofthe pump,

means for maintaining a constant pressure on the fuel in said chamber, a feed conduit leading from said chamber, branch conduits connecting with :said feed conduit and through which fuel is supplied to the fuel feed valves of the engine cylinders, and a single throttle valve common to all the cylinders controlling said feed conduit in advance of said branches, whereby fuel is sup plied from the common pump to the several cylinders at a uniform pressure controlled by the throttle valve. a

2. A fuel-supply system for multiple cylinder internal combustion engines having individual. fuel feed valves for the several cylinders, a compressed air supply for in-' .jecting the fuel at-said' valves, and a common source of fuel supply-for said valves including a pump, a pressure chamber into which'the pump discharges and from which the excess oil is returned to the suction side of the pump, means for applying to the fuel in said chamber the pressure of the in-' jection air supply, a feedconduit leading from the said chamber and through which fuel is supplied'toflthe fuel feed valves of the engine cylinders, and a throttle valve controlling said vconduit, whereby fuel is supplied from the common pump to the several cylinders at a pressure proportional to the injection air pressure controlledby the throttle valve.

@35A fuel supply inder internal combustion engines having individual fuel feed'valves for the'several cylinders, a compressed; air supply for injecting the fuel at said valves, a common source of ..fuel supply for said several cyl-. inders, meansfor maintaining said fuel supply under constant pressure comprising .a

pressure chamber, a piston working against the fuel in said chamber, connections bethe compressed air'supply, connections between said pressure chamber and each of said individual feed valves andathrottle valve .common to all said cylinders for regu lating the quantity of fluid delivered to each ing its smaller head working. against the fuel in said chamber, connections between system for multi ple-eyltween the opposite side of the piston and" the compressed air supply and the larger head of the piston whereby the fuel is subjected to a greater pressure than the air pressure, and connections between said pressure chamber and each of said individual fuel feed valves. s

5. A fuel supply system for multiple-cylinder internal combustion engines having individual fuel feed valves for the several cylinders, a common fuel supply for all said cylinders, means for maintaining the fuel under constant pressure at all times, a main feed conduit leading from said supply, branch conduits from said main conduit to each of said individual feed valves, and a single throttle valve common to all cylinders in said main conduit between said fuel supply and said branches for equally. varying the quantity of fuel delivered to each cylinder.

6. A fuel supply system for multiple-cylinder internal combustion engines having individual fuel feedvalves for the several cylinders, a common fuel supply for all said cylinders, means for maintaining the fuel under constant pressure at all times, a main feed conduit leading from said supply, branch conduits from said main conduit to each of said individual feed valves, a single, pressure-balanced throttle valve common to" all cylinders in said main conduit between said fuel supply" and said branches for equally varying the quantity of fuel delivered to each cylinder, and a centrifugal governor driven by the engine shaft operatively connected to said throttle valve.

7 A fuel supply system for multiple-cylinder internal combustion engines having individual fuel feed valves for the several cylinders and a compressed air supply for injectingthe fuel at the valves, a common fuel supply. for all said cylinders, means operated from the air supply for maintaining the fuel under constant pressure at all times, and greater than the pressure of the air supply, a main feed conduit leading from said supply, branch conduits from said main conduit to each of said individual feed valves, a single throttle valve common to all cylinders from said main conduit between said fuel supply and said branches for equally varying the quantity of fuel. delivered to each cylinder.

In testimony whereof I afiix my signature in presence of two witnesses.

GREGORY CALDWELL DAVISON.

Witnesses: i

F. L. BRAKE, W. D. 'FESLER. 

